Control apparatus



E. E. HEWITT ET AL' 2,454,509

Nov. 23, 1948,

common APPARATUS Filed Sept. 3, 1943 2 Sheets-Sheet 1 mm 09 E E mu ENNEE cam 5 com IN VEN TORS 52 lll' PSO Q1w ATTORNEY Patented Nov. 23, 1948 CONTROL APPARATUS Ellis E. Hewitt, Edgewo'od, and Arthur G. Larson,

Forest Hills, Pa., assignors to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsy,lvanla Application September 3, 1943, Serial No. 501,082

' 9 Claims. 1

This invention relates to control apparatus and more particularly to a control system embodying a plurality of reversible propulsion engines.

In the'copending application of Roy R. Stevens and Arthur G. Larson, Serial 'No. 494,612, filed July 14, 1943 there isldisclosecl a ship's control system embodyingtwo reversible Diesel type englues and manually controlled pneumatic means for selectively controlling the starting, stopping, reversing and speed or power output of the engines, and for also controlling individual coupling means for connecting and disconnecting each engine to and from a ship's propeller and for further controlling braking means for braking the propeller shaft.

One object of the invention is the provision of a novel control system of the above general type.

The above described system embodies an individual lever for controlling the starting, stopping, and reversing of each engine and for also controlling the propeller shaft brake, and another lever for controlling the speed or power output of the engines either singly or in multiple. Another object of the invention is the provision oi a control system embodying a single manually operable lever for controlling all of these operations in connection with two engines, either individually or in multiple.

Still another object of the invention isthe provision of a control system for a plurality of engines embodying 'single manually operable lever sition to start the engine in the selected direction, and after thus starting, the lever is pulled back to a run position in which it remains until such time as it is desired to either stop or reverse the engine. The lever is also movable from stop position in the reverse direction to reversely arranged shift, start and run positions for placing the engine in operation in the reverse direction. In order to insure that the cams will be shifted to the desired position before starting of the engine occurs, automatically operable blocking means are provided to prevent the operator moving the control lever past either shift position to the respective start position until after the cams are properly shifted. After the cams are thus properly conditioned the blocking means becomes inefl'ective and permits movement of the lever to the selected start position.

Another object of the invention is the provision of a novel arrangement for accomplishing the results Just described without, however, interfering with movement of the manually operative lever' from stop position to the selected start 3 position. With this novel arrangement the operator may move the control lever from stop position directly and without any hesitation, to the selected start position, and automatic means is thereby set into operation to cause proper confor controlling the starting, stopping, and revers- 1 ing of the engines, and also embodying selector means for selectively rendering either or both of said engine responsive to operation of said lever.

In certain Diesel engines the cam shaft for" controlling the valve timing has certain cams to provide for operation. of the engine in one direction and other cams for operation of the engine in the reverse direction, and it is necessary to shift or condition those cams in accordance with the direction in which it is desired to start and run the engine. Moreover, it is also desirable to cause the cams to .be thus conditioned or shifted to the, desired position before the starting means, for the engine is operated. In the copending application hereinbe'fore referred to, the manually operative starting, stopping, and reverse control means for each engine is provided with a lever having a neutral or stop ditioning of the engine cams, and after, and only after, the cams are thus properly conditioned, the automatiemeans provides for operation of engine starting means in accordance with the selected start position of the control lever.

The improved system thus provides for selective starting, stopping, and reversing of either engine individually, or of both in unison, as determined by the condition of the selector valve. Since the direction of operation of the engines is determined by the position of the single control lever, the two engines cannot be startedand run in opposite directions at the same time,'which is desirable where. the two engines. are arranged to drive a common propeller. The selector valve provides for stopping of either engine while alposition for stopping the engine and is movable therefrom in one directioii, to first, a shift position to cause shifting of the engine cams to provide for operation of the engine in one direction.. The lever is then movable further to a start polowing the other to continue to operate, and also provides for starting of either engine and cutting it into operate in unison with the other. engine which may be operating. The single lever for controlling the starting, stopping and reversing of the engines also controls the brake on the propeller shaft in order to attain prompt stopping of the engine or engines any time when the lever is operated to reverse same. The brake is released only with the con-trollever in either run position.

easiest 3 Oth'r objects and advantages will be apparen from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a' diagrammatic view, partly in section and partly in outline, of a control system embodying the invention; Figs. 2 and 3 are sectional views taken on lines 22 and 3-3, respectively, in Fig. 1; Fig. 4 is a partial plan view of a manual controller shown in Fig. l. a portion of the operating lever being shown in cross section; Figs. 5 and 6 are diagrammatic views of a selector valve device shown in Fig. 1 but with the valve thereof shown in diiferent positions; and Fig. 7 is an enlarged sectional view of a portion of the control apparatus associated with each engine and shown in elevation in Fig. 1.

I Description Referring to Fig. 1, the novel control system. certain parts'oi which are generally similar to orsubstantialiy the sam as parts of the system disclosed in the copen ing application above referred to, comprises a plurality of reversible engines I and 2 of the Diesel type connected by clutches preferably in the form of liquid couplings 3 and 4, respectively to a common drive shaft 5 which is connected through a reduction gear 8 to a single ship's propeller shaft I. By this arrangement the propeller of a ship may be driven in either direction by both engines I and 2 upon filling both couplings with liquid, or by either engine individually upon filling the respective pipe l2 and may be movable from this position to a fill position, indicated by a dot and dash line I3. for relieving the pressure of fluid from said pipe I2 and for supplying fluid under pressure to said pipe I3 for thereby selectively conditioning the respective coupling in the manner above described; A brake is associated with the propeller shaft I for braking said shaft and thereby the propeller (not shown), and, through the medium or the reduction gear 3, the drive shaft 6 and engines I and 2. This brake may comprise a brake drum 2| mounted on shaft I for rotation therewith, friction brake shoes 22 for engaging said drum, means \including a lever 23 for operating said shoes into and out of engagement with said drum. and a fluid pressure responsive brake cylinder device 24 for con-trolling said means. A supply of fluid under pressure to the brake cylinder device 24 will actuate the lever 23 to apply the brake shoes to the drum, while the shoes will be released from the drum upon release of fluid under pressure from sition, while the 'fill position of the lever is indi- I cated by a dot and dash line 9. Each lever B is connected by a rod I0 to a piston I I, the chambers at the opposite sides of the piston being open to pipes I2 and I3, respectively.

Fluid under pressure supplied through pipe I2 to one side of piston II when the opposite side is vented by way of pipe I3, will move the piston I I and thereby the rod 8 to the dump position in which it is shown ,in the drawing, while release of fluid under pressure from pipe I2 and supply of fluid under pressure to pipe I3 will actuate the piston II to move the lever 3 to the fill position indicated by the dot and dash line 9 in Fig. 1.

The reference numeral I6 designates an operators control stand which, on a ship, may be located in the pilot house, and associated with the stand are two independently operative coupling control devices It and 11, for controlling control pistons II for the fiuid couplings 3 and 4, respectively. Each of the control devices I3 and I1 may be identical and of any suitable structure, comprising an operating. lever I8 andvalve means (not shown) conditionable by said lever for selectively controlling the supply and release of fluid under pressure to and from pipes I2 and I3 leading to opposite sides of the respective coupling control piston II. The lever I8 of each control device may have a dump position in which it is shown in the drawing for releasing fluid under pressure from the respective pipe I3 and for supplying fluid under pressure to the respective efiected upon downward movement of the other said cylinder device.

A relay valve device 25, of any suitable structure.

arranged for control by fiuid under pressure through a pipe 26, is provided for controlling through a pipe 21 the operation of the brake cylinder device 24. Upon supply of fluid under pressure to pipe 23, the relay valve device 25 will operate to supply fluid under pressure from any suitable source. such as a pipe 23. to the brake cylinder device 24, while upon release of fluid under pressure from pipe 28, the relay valve device will operate to release fluid under pressure from the brake cylinder device 24.

Structures of the general type so far described are so well known that no further description thereof is deemed essential in the present application.

Each of the Diesel. engines I and 2 may be of any conventional reversible type embodying cam shafts (not shown) which are shiftable to one position to provide for operation of the engine in one direction and to another position to provide pressure to actuate a gear 30a to condition the v cam shaft to provide for operation of the engine in one direction, such as for instance to cause movement of the ship in an ahead direction. Each motor 3|] may also embody a ram 32 operable by fiuid under pressure to actuate the gear 30a to condition the cam shaft to provide for operation of the engine in the reverse direction, as for obtaining astern movement of the ship.

The ram 3| has at one side a pressure chamber 33 to receive actuating fluid and. said ram is shown in Fig. '7 in the position to which it will be moved by such fluid for conditioning the cam shaft for ahead movement of the ship, under which condition the ram 32 will occupy the position shown. With ram 32 in a position corresponding to that of ram 3i as shown in Fig. '7, the cams of the engine will be conditioned to provide for astern movement of the ship. The ram 32 has at one side a pressure chamber 34 to receive fluid under pressure for moving it to the cam shfted position just mentioned. Movement of either ram by fluid under pressure to the position in which ram 3| is shown in the drawing, will cause movement of the other ram to'its other position, i. e., to the position in which the ram 32 is shown. The means whereby upward movement of one ram is ram by uid under pressure is not shown in the drawing and is not pertinent to the invention.

A valve device 33 is associated with each of the engines for controlling the supplyand rewith fluid under pressure from any suitable source byway of apipe 31a. The chamber 36a alarm chamber 33 for moving the ahead ramfl to its inner position shown in the drawing while the astern ram 32 will be free to move to its outer contains two poppet valves "and 38 which are normally urged to a seated or closed position by springs 40 and 4|, respectively. The valve 38 has a stem 42 extending through a bore connecting chamber 38 to a chamber 43 and thence through chamber 43 and a wall thereof to the exterior of the casing. The valve 39 has a stem as extending through a similar chamber 43 to the exterior of the casing.

The two valve stems 42 and 44 are arranged in parallel spaced relation. The portions of valve stems 42 and adjacent the valves and extending into chambers 43 and 45, respectively, are fluted to allow flow o1 fluid under pressure to said chambers from chamber. 36a upon unseating of the valves. The remainder of the valve stems are cylindrical in form and the fit therebetween and the respective bores is such as to prevent any material loss of fluid under pressure from chambers 43 and 45 when the valves are open, but to allow release of fluid under pressure from said chambers, when the valves are closed, by way of clearance space around the stems.

The chambers 43 and 45 are connected respectively to pipes 38 and 31, and it will be evident that with vale 38 open and valve 39 closed, fluid under pressurewill be supplied through pipe 38 to chamber 33 to actuate the ram 3|, while the ram chamber 34 will be vented byway of pipe 37 and chamber 45 and 39 to the atmosphere. If valve 39 is open with valve 38 closed, fluid under pressure will be supplied to chamber 34 to actuate ram 32, while chamber 33 above the ram 3i will be vented to atmosphere past the stem 42 of valve 38.

Each engine is provided with a conventional maneuvering gear which may comprise a rock shaft 41, and a power operable lever 48 and a manually operable lever 48a both of which are connected to said shaft for rocking same to control the starting, stopping, and reversing of the engine. As indicated by legends in Figs. 7, the levers 48 and 48a have a neutral or "Stop" position and at one or an "Ahead" side thereof a "Shift position, a Run position, and a .Start" position, andat the opposite or an "Astern" side, oppositely arranged Shift," Run and Start positions; the two "Shift positions be-.

ing arranged immediately adjacent the Stop" position and the two "S tart positions most remote.

The lever 48- associated with each engine is provided with an operating member 43 disposed to rock across the ends of the valve stems 42 and 44 of the respective valve device 35. The member 48 has a raised portion 50 arranged to unseat the valve 38 in and only in Shift" position of lever 48 at the "Ahead side of Stop position, and another raised portion 5| arranged to unseat valve 39 in and only in the other Shift position. It will thus be seen that if lever 48 is moved in the Ahead" direction, the valve 38 will operate to supply fluid under pressure to past the stem 4-4 of valve then the lever position, for therebyv setting the cams in the en- Kine to provide for starting of the engine in the direction to cause ahead movement of the ship. If lever 48 is, however, moved in the Astern" direction to "Shift" position. the valve 38 will be operated to supply-fluid under pressure to move the aster'n ram 32 to its inner position while the ram 3| will be moved to its outer position, to thereby provide for starting of the englue in the opposite direction.

Reference numeral 41a indicates a' starting air valve whichwhen open permits supply of fluid under pressure from a supply pipe 41b to a pipe 410 for effecting starting of the prime mover in a well known manner. A cam 41d mounted on shaft 41 is provided for openingvalve 41a in the two "Start positions of levers 48, 43a and to permit closing of said valve by a spring 41a in all other positions of said levers.

In use, it is desired that lever 48 of engine I will remain in the Shift" position at the selected side of "Stop" position until after the respective ram 3i or 32 has moved to its inner position to properly condition the engine cams, and may be moved further to the Start" position to cause starting of the engine in. the selected direction. After the engine is thus started, the lever 48 will be moved back to the adjacent Run" position in which it will be carried until it is later desired to stop or reverse the engine.

The lever 48 associated with engine 2 has the same control positions as that associated with engine i, andis operable upon movement to such positions to control the starting, stopping, and reversing of said engine in the same manner as above described in connection with engine I.

A power actuator 53 is associated with each of the engines I and 2 formoving the respective maneuvering gear. lever 48 to its different positions. Each actuator comprises a bracket 54 secured to the respective engine, an ahead motor 55 mounted on saidbracket at one side of said lever and an astern motor 58 mounted on said bracket at the opposite side of said lever.

The'two motors to and 58 of each actuator are of identical construction. each comprising a piston 31 and a rod 38 projecting from one ,side of said piston through a non-pressure chamber 53 for contact with the adjacent side of lever 48. Eneircling the rod 58 within each non-pressure chamber 39 is a movable stop 60 and a coil spring ti under a chosen degree of pressure. This spring bears at one end against the stop so and is supported at the opposite end on alever 48 when said lever is in its "Stop" position as shown in the drawing. r

Each motor 35 and 38 further comprises a movable stop encircling rod 58 within spring 4|. A precompressed spring 88 encircling rod 48 within stop 45 bears at one end against said stop urging same in the direction or the respective piston 81. while the opposite end of said-spring is supported on an annular shoulder 81 in the casing. Each-stop 88 is provided at one end with an annular collar 88 arranged to cooperate with shoulder 82 in the casing to limit movement of said stop by spring 88 but providing for movement of said step in the direction against said s rin I Wiifh the two stops 88 and 88 in each motor in contact at one end with shoulders 84 and 82, respectively, in the casing, the opposite ends of said stops are spaced from each other a distance equal to the degree of movement of lever 48 between "Stop" position and either "Shift position at the point of contact between said lever and either piston rod 88. 'in "Shift" position of lever 48 at the "Ahead" side of Stop" position the stop 88 is arranged to contact stop 88 in the ahead motor 88, while in the other "Shift" position the corresponding stops in the astern motor 88 are arranged to engage each other.

Piston 81 in each of the two motors 88 and 88 has at its outer face a pressure chamber 18 which in motor 88 is connected to an ahead control pipe 1| while in the asternmotor 88 chamber 18 is connected to an astern control pipe 18. A movable stop 18 is urged by a precompressed spring 18 into each pressure chamber 18 for engagement by the respective piston 81, said stop having an annular collar 18 arranged to engage a shelf 18 in the casing for limiting such inward movement but providing for movement in the opposite direction against-the opposing action of the respective spring. With collar 18 on stop 18 in motor 88 in contact with the casing shelf 18, the opposite end of said stop is disposed for engagement with piston 81 in said motor to define "'Run position of lever 48 at the "Ahead" side "Stop" position. Piston 81 in motor 88 is movable against the opposing action of the spring loaded stop 18 to a position in which said stop engages a surface 88 in the casing which defines the Start position of lever 48 at the "Ahead".

side of Stop" position. The "Run" and Start positions. of lever 48 at the "Astern side of "Stop" position are defined in a like manner by the corresponding parts of the ahead motor 88.

The operation of the two actuators 88 is identical, each being controlled by different. pressures of fluid provided in pressure chambers 18 of the two motors 88 and 88 through the respective ahead and astern control pipes 1| and 18. The

a direction to cause ahead movement of the ship,

the astern control pipe 18 isjopened to the atmosphere for relieving pressure of fluid in chamber 18 on the astern motor 88, while fluid at a chosen pressure, such as lbs. per square inch, is supplied through the ahead control pipe 1| to chamber 18 in the ahead motor 88,.in a manner which will b later described; In the ahead motor 88, this pressure of fluid provided in chamber 18 to act on piston 81 overcomes the opposing force of spring 8i and moves said piston and stop 88 to a position in which said stop contacts the movable stop 88 so that spring 88 then becomes effective in conjunction with spring 8i to oppose further movement of the piston, the combined force of the two springs in this position of the piston being sufliciently in excess of opposing pressure of fluid present in chamber 18 to prevent the further movement of said piston in an inwardly direction. 3

Movement of the piston 81 in the ahead motor 88 to the position defined by contact between the respective stops 88 and 88 moves the lever 48 from its Stop" position to its Shift position at the "Ahead" side of "Step" position. The lever 48 is thereby operated to actuate the valve device 88 to supply fluid to chamber 38 above the ahead ram 8| for eflecting movement thereof to its innermost position for conditioning the cams in the-engine to provide for starting same in a direction to attain ahead movement of the ship.

After lever 48 is moved to the "Shift" position at the ahead side of Stop," the pressure of fluid in chamber 18 of the ahead motor 88 is increased to a certain higher degree, such as 100 lbs. per

square inch, and this pressure acting on piston 81 in said motor moves said piston against the opposing force of both springs II and 88 into contact with movable stop 18 in the astern motor 88. and then moves said stop to the position in contact with surface 88 in the casing, this movement being opposed by the additional force of spring 18 in the latter motor as will be apparent.

operation of the actuator 88 associated with engine I will now be described with particular reference to Fig. 7.

When the engine I is stopped, fluid at a chosen pressure, such as 28 lbs. per square inch, is provided through both the ahead and astern control pipes 1| and 13 in pressure chambers 18 to act on pistons 81 in the two motors 88 and 88, and this pressure 01 fluid moves said pistons into contact with the respective stops 88. The springs 8i exert pressure on stops 88-sufliciently in excess of. this pressure of fluid on pistons 81 to maintain the collars 88 on said stops in contact with shoulders 84 in the casing and thus hold the pistons 81 against movement past the positions in which they are shown in the drawing, In this position of the two pistons 81 the ends of the piston rods 88 engage the opposite sides of lever 48 and hold said lever in its Stop position shown.

To move the lever 48 from Stop" position to Shift position at the "Ahead side 01 Stop" position for conditioning the engine to operate in In this position of piston 81 in the ahead motor 88. the lever 48 will be in the Start" position at the Ahead" side of "Stop" pwition for causing starting of the engine inthe direction for causing ahead movement of the ship.

After the engine is. started, as just described, pressure of fluid in chamber 18 in the ahead motor 8 is reduced to a chosen degree, such. for example as 55 lbs., and this pressureacting on piston 81 in said motor produces a force less than the combined force of springs 8| and 88 in said motor plus that of spring 18 in the astern motor 88, but exceeding the combined forces of the two flrst named springs, whereby the spring 18 in motor 88 moves the piston 18 therein and thereby piston 18 in the ahead motor 88 to a position in which collar 18 on stop 18 in motor 88 engages the shelf 18, and in which position the lever 48 will be in its Run position at the Ahead" side of Stop" position. The lever will then be maintained in this run position by pressure of fluid maintained in chamber 18 of the ahead motor 88 and the opposing force of spring-18 in the motor 88, and said lever will remain in this position even in the event of failure of the fluid pressure in chamber 18 of the ahead motor 88, since under such a condition, the respective piston 51 and rod 88 will merely move out contact with lever 48 under the action of the respective spring 8|, as will be apparent.

To return lever 48 to "Stop position for stop- 9 V ping the engine the pressure of fluid in the ahead control pipe 1| is reduced to 20 lbs. which permits springs 6| and 68 in the ahead motor 55 to act to return piston 51 of said motor back to the position shown in the drawing, while fluid at the same pressure (20 lbs.) is supplied to the astern control pipe 13 which moves piston 81 in motor 58 to the position in contact with the respective stop 88, the latter piston as it thus moves shifting the lever 48 back to the Stop" position.

- To move lever 48 to its different positions at the Astern side of "Step" position, fluid. at different pressures of 35 lbs., 10 lbs., and 55 lbs. are successively provided through the astern control pipe 13 in the pressure chamber 18 oi the astern motor 56, and the pressure in the ahead control pipe 1I' is'reduced, whereby the piston 81 in motor 56 will cause positioning of lever 48 in a manner which will be apparent from the above description of operation of the ahead motor .55.

Return of lever 48 from Run" position at the Aster'n sideof Stop" position to Stop position may be accomplished by providing fluid at 20 lbs. pressure through the ahead control pipe ii in chamber 18 of the ahead motor 88 upon a reduction in'pressure in said chamber in motor 58 to a like pressure, as will also be apparent from the above description.

In each of the control pipes 1| and 13 is a cutout valve device 288 located for operation by the engineer for either opening communication through the respective pipe or for closing such communication and for at the same time opening chamber 18 in the respective fluid motor 55 or 56 to the atmosphere. The purpose of these cut-out valve devices is to enable the engineer to remove either engine from control by the pilot in case of trouble, such as a broken 011 line, and then after the trouble has been corrected to permit the engineer to return for control. With either engine thus removed from control by the pilot, the engineer by manual operation of lever 48a may stop the engine and restart same in either direction, as will be apparent.

The supply of fluid under pressure to pressure chambers 18 in the ahead and astern motors 55 and 58 is arranged to be controlled through two interlock valve devices which are associated with the ram motor 38 of each engine, said interlock valve devices being preferably formed in what may be called a pressure head for the ram pressure chambers 33 and t4 and having passages connecting said chambers to the respective control pipes 38 and 31.

Both of the interlock valve devices Hand 14 associated with each engine are identical in structure and as shown in 8| containing a poppet valve 82 having a fluted stem extending through a bore connecting said chamber to a chamber 83 formed at one side of a flexible diaphragm 84. The end of the valve stem engages one side of diaphragm 84. At the opposite side of; diaphragm 84 is a non-pressure chamber 85 open to the atmosphere through a port 88 and containing a spring 81 acting on the d aphragm with a, predetermined degree of force tending to unseat the poppet valve 82. A bias spring 821; in chamber 8| acts on the poppet valve 82 for urging it, toward its closed position. With pressure 01' fluid tin chamber 83 acting on one side of the diaphragm 84 below a, chosen degree, such as 35 lbs. per square inch, the spring 81 will hold the valve 82 open to allow flow of fluid from chamber 8| to chamber 83, but when the presthe engine to the pilot.

12 and 14, respectively,

sur of fluid in the later chamber is increased to a degreeexceeding 35 lbs. such pressure will deflect the diaphragm against spring 81 to allow closing of valve 82 by spring 82a. Chamber 83' in the interlock valve device 12 is connected to the ahead control pipe 1| while said chamber ins the interlock valve device 14 is connected to the astern' control pipe 13.

Each of the two interlock valve devices further comprises a by-pass poppet valve 88 contained in the chamber\8| and having a stem 88 extending through a suitable bore in the casing and a chamber 88 in to pressure chamber 34 or 33 above the respective ram 32 or 3|. The portion of the stem extending from valve 88 into chamber 88 is fluted to allow flow of fluid pressure from chamber 8| to chamber 88 and thence to diaphragm chamber 83 with said valve open, but the remainder of said stem extending into the pressure chamber aboveram 32 or 3| is cylindrical in form to minimize leakage oi. fluid under pressure from chamber 88 to the chamber above the respective ram. with the ram 32 or 3| in its uppermost position, in which the ram 32 is shown in Fig. '1,- the respective valve 88 will be unseated by engage-e ment between said ram and the stem of said valve to thereby allow flow of fluid under pressure from chamber 8| to chamber 88, but with the ram out or this position the valve 88 ,will be closed, by

a spring 8| for closing this communication be tween chamber 8| and chamber .88. 1

Chambers 8| in the two interlock valve devices 12 and 14 associated with engine Pare connected by ahead and astern control pipes 83 and 84, re-

" spectlvely, to the control stand I5, while saidchambers in the. interlock valve devices 12 and 14. associated with engine 2 are connected by ahead and astern control pipes tively, to said control stand.

- The reference numeral '81 applied to each engine indicates a speed or fuel governor control shaft which is rockable to vary the amount of fuel supplied to the engine and thereby the speed or power output of the engine. A lever 88 is connected at one end to each shaft 81 for rocking same, said lever being shown in the drawing in a position for providing operation of the engine at an idling speed, and being rockable from this po- 85 and 88, respec sition to increase the speed or power output of the engine, the maximum speed or output being attained in a position of the lever such as indidevice I88 cated by a dot and dash line 88.

A fluid pressure controlled, speed regulating is provided for controlling the adjustment of lever 88 associated with engine I. and asimilar device |8I is provided for controlling the adjustment of the corresponding lever 98 associated with engine 2. Each of thesedevices is operatively connected to the respective governor lever 88' through means including a lever I82 and a link|83 and both are arranged for control from a common fluid pressure control pipe I84 for varying the position of the speed regulating lever 88 in accordance with the pressure of fluid in said pipe. The control device I88 also embodies means responsive to variations in pressure of fluidin a vernier control pipe I85 for effecting minor adjustments of the governor shaft 81 on engine I relative to that on engine 2 in order to synchronize the speed or power output of the two engines. The main "speed control pipe I 84 and the vernier control pipe I85 are both connected to the control stand I5. The speed regulating devices I88 and I8I are fully disclosed in the copending application hereinbefore referred to, in view of which and the fact that such construction is not pertinent to the present invention, a further showing and description thereof are not deemed essential herein.

In addition to the two manually operative coupling control valve devices It and Il hereinbefore described, the control stand It comprises ahead and astern control valve devices H and III, respectively, and a selector valve device H2, said ahead and astern control valve devices being-provided for controlling operation of the ahead and astern motors 55 and lid of the actuator 58 associated with either or both of the two engines, as selected by the position of the selector valve device I I2, as will be hereinafter brought out. The control stand further embodies a speed regulating device lit for controlling, through the medium of pipe IN, the speed or power output of the two engines: a vernier control valve device lid for controlling through pipe I85 operation of the speed regulating device I00 to effect minor speed adjustments of engine I with respect to engine 2 as above described, and a valve device lib for controlling operation of the brake relay valve device Zll.

Each of the valve devices I It, I I I, and I Itmay be of any suitable self-lapping type, but preferably are of the type fully disclosed in the copending application hereinbefore referred to. Brief- 1y, each of these valve devices comprises a movable plunger lid and valve means (not shown) conditionable by displacement by said plunger from a normal position to supply fluid to a chamber II? at a pressure proportional to the degree of such displacemnt. In the speed control device I It the plunger I I6 is shown in an uppermost position 'which provides for opening of the respective chamber III to atmosphere, and is operable upon downward-movement from this position to supply fluid to said chamber at a pressure corresponding to the degree of such movement, as above'mentioned. In the control devices I and III, however, the plungers I I8 are shown in a slightly displaced position for providing fluid in the respective chambers I I! at a pressure such as 20 lbs. for reasons which will be brought out later. Movement of the plungers I I6 in thevalve devices H0 and III in an upwardly direction will therefore provide for opening of the respective chambers III to atmosphere while movement in the opposite or downward direction will cause an increase in the pressure of fluid in said chambers to adegree corresponding to such movement, a maximum pressure such as 100 lbs. being obtainable in said chambers with the plungers displaced to a maximum degree by means to be later described.

r The vernie'r speed control device I-Il may be identical to the control devices IIO, III, and H3 Just described, and a hand wheel H8 is provided for controlling the adjustment thereof and thereby the pressure of fluid provided in pipe I05, for reasons before described. A similar vernier control device is also shown in the copending application hereinbefore referred to and in view of this a further description thereof in the present application is not deemed essential.

Fluid under pressure for supply to chambers H1 in the respective valve devices IIO, III, H8 and H4 is provided to said devices through a common supply pipe I08 which, in use, is constantly maintained charged with fluid at constant chosen degree of pressure such as 100 lbs. by operation of a reducing valve device I ill of any suitable structure.

According to one feature 'of the invention, operation of the ahead and astern control valve devices H0 and I II. of the speed control device H3 and of the brake control device H5 is controlled by a single manually operable lever I20. One end of lever I20 is provided with a hand grip portion I2I for grasping by the operator, while associated with the opposite end is a cam I22 which is disposed in a cavity I23 provided in a rock shaft IN. The lever I20 and cam I22 are rigidly secured on a shaft I26 extending through the axis of rock shaft I24 at right angles thereto. This shaft I26 is supported and iournaled at opposite ends in suitable bearings in the shaft IN. The rock shaft IN is arranged with one end adjacent the control valve device I I0 and the opposite end adjacent the control valve device III and with the two ends journaled in suitably spaced bearings I28 provided in the control stand.

Two oppositely arranged arms I30 and HI are secured at their inner ends to the opposite ends of shaft IZt, outside of the rock shaft I26, for movement with the lever I20. These arms extend in opposite directions from the shaft I25 with their outer ends bent around the respective rock shaft bearings I26 so as to move in a plane including the axis of the rock shaft I2 5.

The outer or free end of arm I30 engages one end of a lever I02 which is pivoted at its opposite end to a fixed part of the control stand. Intermediate the ends of lever I32 is a boss I30 which contacts plunger IIE of the astern control device I Iii for controlling operation of said device. The outer or free end of lever I3I engages one end of a lever I84 which is pivoted at its opposite end to any fixed part of the control stand. Intermediate the ends of lever I34 is a boss I85 which engages plunger II6 of the ahead control valve device I I I for controlling operation of said device;

From the above description, it will be seen that rocking of lever I20 in a counterclockwise direction from a neutral position as viewed in Fig. i will actuate lever I32 and thereby the ahead controi valve device H0 to increase pressure of fluid in the respective chamber III to a degree .corresponding to the extent of movement of said lever, while like movement of arm I3I will permit lever I34 to move in the opposite direction and allow the astern control valve device III to operate to open the respective chamber III to atmosphere. 0n the other hand. movement of lever I20 from the neutral position in a clockwise direction will actuate the valve device III to supply fluid to the respective chamber i IT at a pressure proportional to the extent of such movement while allowing operation of. the valve device I I0 to open the respective chamber III to the atmosphere. It will thus be seen that by'selective positioning of lever I2I in eitherdirection out of its neutral position the valve devices H0 or III may be selectively caused to operate to provide any desired pressure of fluid in the respective chambers II'I. With the lever I20 in its neutral position shown, the two arms I30 and I3I and levers I33 and I34, respectively, are so arranged as to cause operation of valve devices H0 and III to provide fluid at a certain chosen degree of pressure such as 20 lbs. in both of the respective chambers I II.

The lever I20 has a "Stop" or neutral position in which it is shown and is movable therefrom in a clockwise direction indicated by the legend Ahead" to first a Run position and then a 24 to effect a release of carrying shaft I20 "Start" position as also indicated by legends At.

the opposite or "Astern side of "Stop" position.

- the lever has corresponding, but reversely arass soo and immediately adjacent to the Stop" position.

The brake control device I I comprises two oppositely seating poppet valves I31 and I20 contained in chambers! and I40 which are open to the -fluid pressure supplypipe I08 and to atmosphere through a port I, respectively. The two valves I31 and I00 have axially aligned iluted .stems extending in the direction of each other for engagement in an intermediate chamber I42 which is open to pipe 20 leading to the brake control relay valve device 20. A spring I42 in chamber I00 acts on the valve I21 for urging same to its closed position and for at the same time opening the valve I20.

Chamber I40 also contains a plunger I44 suitably supported in the casing in axial al gnment with valve I 30 and with one end engaging said valve. The opposite end of plunger I44 extends outside of the casing in alignment with one end of an operating pin I40, which is 31110810118111).

ported in a bore provided in a iixed portion of the control stand. The opposite end of pin I40 is slidably mounted in an axial bore rovided in the adjacent end of the rock shaft I24 and which bore opens to the cavity I22 therein. The can I22 on the inner end of the operator's lever I 20 is provided with two spaced recesses I40 and I41 arranged to receive the end of pin I40 when lever I20 is in either one or the other of the two "Run" positions. With lever out of either Run posiplace the plunger IIO of the-valve device I I 2 in a downwardly direction a distance proportional to the extent of such movement. It will thus be seen that on moving the lever I from the position shown in the drawing in the direction just described fluid under pressure will be supplied to both speed regulating devices I 00 and IM for increasing the speed of the two engines in accordance with the extent of such movement, while return of the lever to the position shown in the drawing will eil'ect a reduction in the pressure of fluid supplied to said devices to thereby reduce the speed of the engines. On proper adjustment of the lever I20 any desired speed of the engines above idling can therefore be obtained.

. It will be noted that fluid under pressure will always be supplied to both speed regulating devices I00 and I01 upon that even if one engine is stopped, the respective ,speed regulating device will operate in the same manner as if the engine were running. This however is immaterial since with an engine stopped the fuel supply to the engine is cut oil as is well known.

This slot is so disposed as to hold the lever in a position in which the speed control device H3 is \adjusted to open the speed control pipe I04 to the tion the end of pin I40 is arranged to contact the peripheral surface of cam I22 outside 01 the recesses I40 and I41. It'will thus be seen that with lever I20 out of the "Run" positions the pin I45 will hold the valve I20 closed and the valve I01 open to thereby allow flow of flu d under pressure from pipe I00 to the relay valve device ,20 to actuate same for effecting operation of the brake cylinder device 24 and thereby lever 22 and the brake shoes 22 to brake the propeller shaft 1. With the control lever I20 in either Run" position. however, the pin I40 is free to move to 'the right into either one or the other of open the valve I30. Under this condition the pipe 20 leading to the relay valve device 20 is vented to atmosphere past valve I and through port I to thereby cause operation of the relay valve device 20 and thus of the the brake on the propeller shaft 1.

The rock shaft I 24 is provided below the cam with a depending cam I the peripheral surface of which is in contact with plunger H6 of the speed control device IIO. With the lever I20 in the position shown in Figs. 1. 2, and 3, the cam I20 allows maximum upward movement oi plunger I I0 to thereby provide-for operation of the speed valve device I I I to open chamber H1 and thereby'the speed control pipe I04 to the atmosphere for eflecting operation of the speed regulating devices I00 and IM to reduce the speed of the two engines to idling. Movement of lever I20 from this position in a'clockwise direction as viewed in Fig. 3 or in the direction toward the top of the drawing as viewed in Fig. 2, will operate the cam I40 to. disbrake cylinder device atmosphere. The cover also has two parallel slots I02 and III arranged at right angles to the slot iii, the slot I02 Opening to the slot I H. in the position of lever I20 at'the "Astem oi Stop" position, while the slot I02 opens to slot III in the other "Run" position. It will thus be seen that with the lever and in both Start positions the speed regulating device II2 will be adjusted to cause operation of the engines at idling speed, and the engines can be accelerated only after the lever is moved out of either "Start position back, to the adjacent "Run" position, at which time itwill be moved out of the slot IOI and into one or the other of theslots I02 or I 03. Movement of lever I20 to the extreme end of either of the slots I02 and device. III to obtain output of the engine.

The selector valve device II2 comprises a casing containing a rotary valve I00 which has three different operating positions as illustrated in Figs. 1, 5. and 6. respectivelv. A handle I00 is connected tothe rotary valve I00 for turning same to any selected one of its different positions.

g The forward and the asterncontrol pipes 02 and 04 for the actuator 03 associated with engine I are connected to the seat of the rotary valve I00, as is the forward and astern control pipes 00 and of the actuator 03 associated with engine-z. Chambers I I! in the ahead and astem control valve devices III and. I II are connected respectively by passages I01 and I 08 to the seat of the rotary valve I00. A passage IiiIis also connected to the seat of the rotary valve I50 and is supplied with fluid at a pressure such as twenty pounds by any suitable regulating device I00 which may -be supplied with fluid under pressure from any suitable source such as pipe I09 which may be charged with fluid at a higher pressure, such aslOO pounds.

In Fig. 1 the selector rotary valve I00 is shown in 'a position providing for starting onlyo'f engine operation of lever I20. so

side 1 I20 in Stop position maximum speed or power is i while retaining engine 2 stopped. In this position of the rotary valve a cavity lfii thereinv aesaaoe pounds supplied by the regulating valve device I80 will flow to piston chambers 1o inthe ahead and astern motors 55 and E6 of said actuator to thereby maintain the pistons 61 in said motors in the positions shown in Fig. 7 for holding the respective maneuvering gear lever M3 in its Stop position. However, the ahead and astern control pipees 93 and M from the actuator .63 associated with the engine I are connected through cavities I62 and I83 in the-rotary valve it'd to pipes We and IN leadingto chamber in of the astern and ahead control valve devices iii and Nil, respectively. With the operator's control lever i li in its stop" osition, causing operation of the valve devices 1 i and Iii to supply fluid to the respective chambers lil at a certain chosen-pressure such as twenty pounds, such pressure will be eifective through the interlock valve devices 12 and m in chambers 10 of the ahead and the astern motors E5 and 56 of the actuator 58 associated with engine i to thereby maintain the pistons 57 in said motors and the respective maneuvering gear lever 58 in its Stop position in which engine i will also be stopped.

It will be noted that the pressure oi fluid supplied to the ahead and astern control pipes at and 9t, and 93 and M. as just mentioned, is effective through the interlock valve devices l2 and it in the respective actuators lit of engines 2 and I, since such pressure is insufllcient to deflect the diaphragms 84 in the interlock valve devices against the springs 81, so that the valves 82 in said devices will be open.

It will now be seen that with the selector valve device H2 in the position shown in Fig. 1, the engine i is arranged for control by lever I20 while the engine 2 is cut out of control and will remain stopped.

If the operator now desires to start engine i in a direction to cause. movement of the ship forwardly, he rocks the lever I20 out of Stop" position in the direction indicated by the legend Ahead'' to Start" position for thereby effecting operation of the ahead control valve device iii to sunplv fluid at a maximum degree of; pressure to chamber ii! in said device while allowing the astern control valve device i It! to open its chamher iii to atmosphere. Chamber 10 in the astern motor 56 of the actuator 58 associated with enwine i will thus be opened to the atmosphere. while at the same time fluid at the 100 pounds pressure supplied bv the control valve device iii w ll flow through the ahead control pipe 93 to the interlock valve device 12. Flu d thus supplied to the n erlock valve device 12 associated with engine I will then flow past the respective open valve or. to chamber 83 and thence to piston chamber 10 in the ahead motor 55 oi the respect ve. actuator until the pressure obtained in sa d c a bers is increased to the degree (thirty-five m ndsi which overcomes the op osing force of s r ng 8" on the respective dia hragm 84 whereu n said dia hra m will he deflec ed a a nst the oppo ing force of sa d spring to allow seatin 01' the valve 82 so as to prevent fur her flow oi fluid under pressure to the actuator 53.

T is united pressure of fl id obtained in chamh r 10 in the ahead motor 55 of the actuator associated with engine I operates the respective piston j 1 7 W as before described to move the maneuverin gear lever 48 in the Ahead" direction from "Stop"- position to "Shift position to thereby operate the valve device 35 to supply fluid under pressure'to chamber 38 to move the ahead ram ii to its lower position shown in Fig. '7 and at the same time to move the reverse ram oz to its upper position also shown in Fig. 7. As the reverse ram 32 is thus moved into its upper position, indicating that the cams in the engine have been properly set for starting of the engine to propel the ship forwardly, saidram unseats the valve 88, thereby opening a by-pass around the control valve 82 which allows the fluid at 100 pounds pressure provided in the ahead control pipe 93 with the operator's control lever I28 in "Start position at the Ahead" side of Stop" to become 'eil'ective in piston chamber iii of the ahead motor 55 of the actuator associated with engine i. The actuator will then operate to move the maneuver- ,ing gear lever 48 to its Start" position to effect starting of the engine, as above described.

After the engine is thus started the operator moves the control lever I20 from the Ahead" "Start" position to the Ahead" Run position, thereby reducing the pressure of fluid supplied to the ahead control pipe 93 to the chosen lower degree such as fifty-five pounds. The corresponding reduction in pressure of fluid in chamber Id of the ahead motor 55 or the actuator associated with engine i then allows the pressure or spring 78 acting on piston 51 in the astern motor to return the pistons of the two motors and thereby the maneuvering gear lever dB from its "Ahead Start position to its Ahead" Run position, in which it will then remain as long as it is de sired to operate the engine in this direction.

It will be noted that after the engine I is started the return of lever iZt to its "Run" position for causing return oi the maneuvering gear lever 69 to its run position aligns said lever for movement into the slot I53, so that said lever may be then moved out of the slot iEil into the slot IW to obtain any desired speed or power output of engine I, with the engine 2 stopped.

If it is desired to stop the engine i the operator returns the lever I20 from slot I53 into the slot l5! for reducing the speed of the egine to idling and then moves said lever back to "Stop position, for thereby actuating the valve device iii to reduce the pressure of fluidsupplied to the ahead motor 55 in the actuator associated with engine i to the chosen low degree of twenty pounds, while at the same time actuating the control valve device iiti to supply fluid at a corresponding pressure to the astern motor 56 of said actuator. The actuator 53 will then operate to return the maneuvering gear lever 68 to its Stop" position for sto ping the engine.

If the operator desires to start engine i in the reverse direction for causing astern movement of the ship he moves lever I20 from.Stop" position in the Astern direction to Start" position to thereby effect operation of the valve device H0 to supp y fluid at maximum pressure to the astern control pipe 94 while allowing operation of the ahead control valve device i II to open the ahead fluid control pipe 93 and thereby chamber 10 of the respective ahead motor 5-5 to atmosphere. Under the control of the interlock valve device M associated with engine I the actuator 53 then engine and then starting of the engine. After the engine is started, the operator returns lever a l7, i

I20 to the "Astern" "Run" position and the actuator associated with engine I will then return the lever 40 to its Astern "Run position as will be apparent from the above description.

After the engine I is thus started in the reverse direction and the lever I20 is moved back to its Astern "Run position said lever will be aligned with slot I02, so that rocking of said lever into said slot may cause operation of said engine atv any desired speed or power output.

In order to stop the engine operating in the reverse direction .iust described the operator need only return lever I20 out of slot I52 into slot III to provide for reducing the speed of the engine to idling and then move said lever back to "Stop" position in which the engine will be stopped.

If the operator now desires to use engine 2 while engine I is stopped, he turns the rotary valve I55 from the position shown in Fig. 1 to the position shown in Fig. 5, in which latter position a cavity I84 in the rotary valve connects passage I09 supplied with fluid under pressure from the regulating valve device I60 to the ahead and astern control pipes 03 and 04 leading to actuator as associated with engine I, whereby said actuator will maintain the respective maneuvcring gear lever in its neutral position and the engine I therefore stopped. Also in the position of rotary valve I55 shown in Fig. 5 cavities i at and I80 therein connect the ahead and astern control pipes 86 and 9B oi engine 2 to the ahead and astern control valve devices iii and H0, whereby the actuator'fis associated with engine 3 will operate in response to operation of the control lever M to stop the engine 2 or to selectively cause startingand running oi said engine in either one direction or in the reverse direction, as desired, and to vary the speed of said engine, in a manner which will be readily apparent from the description of the control oi engine 6.

To stop engine 2 when desired, regardless of the direction of its operation, the operator need only return the lever I20 to its "Stop" position.

Now let it be assumed that the operator desires to employ both engines I and 2 to propel the ship. To accomplish this he turns rotary valve ltd of the selector valve device to theposition shown in Fig. 6. In this position of the rotary valve a cavity I61 therein connects both ahead control pipes 93 and Site passage I58 leading to the ahead control valve device III, while another cavity I 00 therein connects both astern control pipes 94 and 96 to passage I l leading to the astern control valve device H0. With the actuators 53 of both engines I and 2 thus connected to the ahead and astem control valve devices i I I and H0 respectively, each engine will operate in the same manner as above described in response to operation of lever I20, but the operation of both engines will be in unison, It will thus be seen that both engines can be started together in either direction or stopped together, and it will also be apparent, that after both engines are started the speed or power output of both engines may be varied'in unison by desired positioning of lever I20 in eitherslot I52 or slot I5 When either engine I or 2 is stopped and the other engine is operating to drive the ship the hydraulic coupling 3 or 4 for the stopped engine will be drained as before described for disconnecting the engine from the propeller shaft 1.

Assuming that engine I is driving the ship and that the operator desires to start engine 2 and connect same to the propeller shaft 1 to drive with engine I, the operator moves the selector 48 returns to "Run" n or above description either en 18 valve device II2 to the position shown in Fig. 6 and withthe lever I 20 already in "Run" position, the actuator 02 associated with engine 2 will operate to condition the cams in said engine for causing some to operate in the same direction as engine I and thenthe parts of said actuator will move to their Run position corresponding to the position of lever I20. Lever I0 oi the coupling control valve device I0 may then be moved to its fill position to cause operation oi the coupling 4 to connect engine 2 to the common drive shaft 5, whereby. the engine 2 will be started by engine I or by the ship's propeller and said engine will then accelerate up to the speed of engine I and work in unison therewith.

Another method of starting engine 2 with engine I operating is for the engineer to operate the respective maneuvering gear actuator lever 48 to Start position by the manually operative lever 48a to start the engine alter the selector valve device has been moved to the multiple control position shown in Fig. 6. After the engine is thus started lever 48a is'released and lever position as determined by I 20. The coupling 4 may connect engine 2 to the the position of lever then be operated to propeller.

In a manner which will be evident from the gine i or 2 it stopped with the other operating may be started in the same direction as the operating engine and connected in with the operating engine to drive the propeller.

In case both engines are operating and the operator desires to stop either one while allowing the other to continue to run, he may turn the rotary valve I of the selector valve device to the position shown in Fig. l for stopping engine 2 or to that shown in Fig. 5 for stopping engine i. With the selector valve thus conditioned the actuator 53 or the engine selected to be stopped will move the respective lever 40 to Stop" position in which the engine will stop. At the same time the operator will also dump the respective coupling 3 or 4 to disconnect the engine which he is stopping from the propeller shaft 1, so as not to interfere with continued operation of the engine which he has selected to keep running.

It will be noted that the brake on the propeller shaft brake drum 2! is released with lever -to provide for operation of the engines at, a

I20 in either "Run" position in which the ship is being driven by either or both engines: but is applied in all other positions of said lever. Two reasons for the brake is to provide rapid deceleration oi the engine or engines at a time when it is desired to reverse same, and to then hold the propeller stopped while starting the en glue in reverse.

Summary lever provides for starting-of the engine or engines in either direction only when conditioned chosen low speed, such as idling, and prevents operation to accelerate the engine or engines untilaiter being started.

' 19 .The engines with which the system is seen.

, ciated e oi the type in which the -maneuvering ge r shait must not be moved past either shiit position to the selected start position until after the cams in the engines have been properly conditioned ior starting in the selected direction, and interlock devices are associated with the engine cam shiiting rams to automatically accomplish this end. These interlock devices preclude the need ior any attention on the part 10 Only one control lever is provided ior controiling the starting, stopping and reversing-oi both engines as above mentioned, but associated therewith is a selector valve device which is adiustable by the operator to render either engine responsive and the other non-responsive to operation oi said lever, or to render both engines responsive as desired. thus providing a relatively simple yet eiiicient control oi the engines either individually or in multiple.

Having now described the invention what we claim as new and desire to secure by Letters Patent, is:

1. An apparatus ior controlling operation oi a control means ior a reversible prime mover which control means is selectively operable to condition said prime mover ior operation in either one direction or in the reverse direction and ior also controlling the positioning oi a controlmember ior said prime mover which controlmember has a first position, a prime mover starting position,

and a third position intermediate said first and starting position ior eiiecting operation oi said control means, said apparatus comprising in combination, mechanism operable to move said member irom said first position to said starting position, an operator's control device operable upon movement to a start position to effect operation oi said mechanism to move said member irom its first position to its starting position, stop means operable to limit movement of said mem= her to its intermediate position upon movement oi said operator's control device to its start position, and means controlled by said control means operable to render said stop means eflective during operation oi said control means and ineiiec- 60 tive upon conditioning oi said prime mover ior operation.

2. An apparatus ior controlling operation oi a control means ior a reversible prime mover which control means is selectively operable to condition said prime mover ior operation in either one direction or in the reverse direction and ior also controlling the positioning oi a control member ior said prime mover which control member has a first position, a prime mover starting position,

and a third position intermediate said first and starting position for eflecting operation of said control means, said apparatus comprising in combination, a fiuid motor operable by fluid under pressure to move said member from said first as position to said starting position, an operator'scontrol valve device comprising a lever having a start position and operable upon movement to its start position to supply fluid under pressure to actuate said motor to move said member to its position, and means controlled by said control it means and operable to render said stop means eiiective during operation oi said control means and ineiiective upon termination oi said operation oi. said control means.

3. An apparatus ior controlling the operation oi a control means ior a reversible prime mover which means is selectively operable to condition said prime mover ior operation in either one direction or in the reverse direction and ior also controlling the positioning oi a control member,

ior said prime mover which control member is movable to a starting position, said apparatus comprising in combination, a fluid motor operable to control operation oi said control means and movement oi said control mem r, stop means cooperable with said motor when t e pressure in said motor is oi a certain degree to permit operation at said motor to eil'ect operation oi said control means but to prevent operation oi said motor to eflect movement oi said control member to said starting position, said motor being operable when subject to fiuid at a chosen pressure in excess oi said certain pressure to render said stop means inei'iective and move said control member to said starting position, an operator's control device comprising a lever movable to a start position to eflect operation of said device to provide iluid at said chosen pressure ior supply to said motor, pressure limiting means operable automatically to limit to said certain degree the pressure oi fiuid provided in said motor by said operator's control device with said lever in its start position, and means controlled by said control means operable upon termination of said operation of said control means to render said pressure limiting means ineil'ective.

4. An apparatus ior controlling the operation oi a control means ior a reversible prime mover which means is selectively operable to condition said prime mover ior operation in either one direction or in the reverse direction and ior also controlling the positioning oi a control member ior said prime mover which control member is movable to a starting position, said apparatus comprising in combination, a fiuid motor operable to control operation or said control means and movement oi said control member, stop means cooperable with said motor when the pressure in said motor is oi a certain degree to permit operation oi said motor to eflect operation oi said control means but to prevent operation oi said motor to ei'i'ect movement oi said control member to said starting position, said motor being operable when subiect to fiuid at a chosen pressure in excess of said certain pressureto render said stop means ineiiective and move said control member to said starting position, an operator's control device comprising a lever movable to a start position to eiiect operation oi said device to provide fluid at said chosen pressure ior supply to said motor, pressure limiting means operable automatically to limit to said certain degree the pressure oi fiuid provided in said motor by said operator's control device with said lever in its start position, and a valve operable by said control means upon termination oi said operation oi said control means 'to open a by-pass around said pressure limiting means to render said chosen pressure oi fiuid provided by said operator's control device eiiective in said motor.

- 5. An apparatus ior controlling the operation oi a control means'ior a reversible prime mover which means is selectively operable tocondition said prime mover ior operation in either one direction or. in the reverse direction and ior also member in the direction controlling the positioning of a control member for said prime mover which control member is movable to a starting position. said apparatus comprising in combination, a fluidmotor operable to control operation of said control means and movement of said control member, stop means operable with said motor when the pressure in said motor is of a certain degree to permit operation of said motor to effect operation of said control means but to prevent operation of said motor to eflect movement of said control member to said starting position, said motor being operable when subject to fluid at a chosen pressure in excess of said certain pressure to render said stop means ineffective and move said control member to said starting position, means operable to provide said certain pressure of fluid in said motor, andother means operable by said control means upon conditioning of said prime mover for operation to increase the pressure in said motor to said chosen degree.

6. An apparatusfor controlling the operation of a control means for a reversible prime mover, which means is selectively operable to condition said prime mover for operation in either one direction or in the reverse direction and for also controlling the positioning of a, control member for said prime mover which member has a stop position, a start position and a third position intermediate said stop and start positions for effecting operation of said control means, said apparatus comprising a fluid pressure motor operable by fluid under presure to move said member in the direction from said stop position to said start position, said motorcomprising means requiring a certain pressure of fluid to move said member to said intermediate position, a chosen greater pressure of fluid to move said member to said start position and said means being operable upon a reduction in pressure of fluid in said motor to a degree to below said certain pressure to move said member to said stop position, an operator's control device selectively operable to provide fluid in said motor at said certain pressure or at said degree below said certain pressure, said operators control device being also operable to provide fluid at said chosen greater pressure, and means controlled by said control means operable to prevent said chosen greater pressure being effective in said motor during operation of said control means, and to permit said chosen greater pressure becoming effective in said motor upon conditioning of said prime mover for operation.

7. An apparatus for controlling the operation of a control means for a reversible prime mover,

which means is selectively operable to condition said prime mover for operation in either one direction or in the reverse direction and for also controlling the positioning of a control member for said prime mover which member has a stop position, a start position and a third position intermediate said stop and start positions for' efiecting operation of said control means, said apparatus comprising a fluid pressure motor operable by fluid under pressure to move said from said stop position to said start position, said motor comprising means requiring a certain pressure of fluid to move said member to said intermediate position, a chosen greater pressure of fluid to move said member to said start position and'said-means being operable upon a reduction in pressure of fluid in said motor to a degree to below said certain pressure to move said member to said stop position, an operator's control device comprising a lever having positions corresponding to those of said member and operable with said lever in its intermediate position to supply fluid at said certain pressure, in its stop position to supply fluid at said degree of pressure below said certain pressure, and in its start position to supply fluid at said chosen greater pressure, pressure limiting valve means interposed in a fluid control communication between said operator's control device and motor and controlled by pressure of fluid in said motor and operable automatically to close said communication upon an increase in pressure in said motor to said certain pressure, and valve means arranged to open a by-pass around said pressure limiting means to permit said chosen greater pressure to become effective in said motor, said control means being operable upon condi tioning of said prime mover to operate to effect operation of said valve means.

8. An apparatus for controlling the operation of a control means for a reversible prime mover, which control means is selectively operable to condition said prime mover for operation in either one direction or in the reverse direction, and for also controlling the positioning of a control member for said prime mover which member has stop, shift, run and start positions arranged in the order named, said apparatus comprising in combination, a motor operable by fluid under pressure to move said member to its different positions, means cooperative with fluid at a certain pressure in said motor to prevent operation of said motor to move said member past said shift position in the direction of said run position, means cooperative with fluid at a chosen greater pressure in said motor to prevent operation of said motor to move said member past said run position in the direction of said start position, the last named means being ineifective to prevent operation of said motor to move said member to said start position upon an increase in pressure of fluid in said motor to a maximum degree which is in excess of said chosen greater pressure, a control device selectively operable to supply fluid at any one of the different pressures above mentioned and to also supplied, valve means controlling acommunication between said control device and motor and controlled by pressure of fluid in said motor and operable to open said communication when the pressure of fluid in said motor is less than said certain pressure and to close said communication when the pressure of fluid in said motor equals or exceeds said certain pressure, means operable by said member in its shift position to efiect operation of said control means, and a valve closing a communication around said valve means during operation of said control means and operable by said control means to open the last named communication upon termination of operation of said control means.

9. An apparatus for controlling the operation of a reversing means for a reversible prime mover which means is selectively operable to condition said prime mover for operation in either one direction or in the reverse direction and for also controlling the positioning of a prime mover control member having stop, run and start positions arranged in the order named for controlling operation of the prime mover and having a shift position between said stop and run positions for effecting operation of said reversing means, said apparatus comprising in combination, a fluid motor operable by fluid under pressure to move reduce the pressure of fluid 23 said member from said stop position to said start position, means in said motor operable to prevent operation of said motor to move said member past said shift position when the pressure in said motor is less than a certain degree, means in said motor operable to prevent operation of said motor to move said member past said run position when the pressure of fluid in said motor is less than a, chosen degree in excess of saidcertain degree, and the 1st named means being ineffective to prevent operation of said motor to move said member to said start position when the pressure in said motor is of a maximum degree which is in excess of said chosen degree, means operable to effect operation of said motor to move said member to said stop position upon a reduction in pressure of fluid in said motor to a degree below said certain degree, a first valve means and a second valve means controlling separate fluid communications to said motor, means controlled by pressure of fluid in said motor and operable thereby to effect operation of said first valve means to open the communication controlled thereby when the pressure of fluid in the motor is less than said certain pressure and to close the respective communication when the pressure of fluid in said motor equals or exceeds said certain pressure, said reversing means being operable to actuate said second valve means to open the re spective communication upon conditioning of the prime mover for operation, means operable to actuate said second valve means to close the respective communication during operation of said reversing means, and means operable to supply fluid under pressure to and release fluid under pressure from said first and second valve means.

' ELLIS E. HE'WI'I'I.

ARTHUR G. LARSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

